Mad-T

Hey everybody,
I'm new here so excuse my ignorence.
I was wondering what the difference was between a rx7 spirit -r and an "ordinary" FD.
Is there a difference in performance too?
Second i'm really interested in buying an rx7 but i'm not veary keen on selling my car i'm driving now(an mx-6).
I'm looking for a solution to drive both cars but i just make average wage.
I live in Belgium and i heard of a classic car insurance but the car has to be at least 15 years old (so i certainly have to wait 'til next year) and i don' t know what the other restrictions are.I want that car so bad!
Could somebody give me any hints maybe somebody in the same situation are someone who lives in Belgium perhaps?

Thx guys
grtzn Mad-T

RE-Amemiya

Third generation (FD)
Mazda Efini RX-7(1994) manufactured for japanese market
Enlarge
Mazda Efini RX-7(1994) manufactured for japanese market

* Series 6 (1992–1995) was exported throughout the world and had the highest sales. In Japan, Mazda sold the RX-7 through its Efini brand as the Efini RX-7. Only the 1993–1995 model years were sold in the U.S. and Canada.

* Series 7 (1996–1998) included minor changes to the car. Updates included a simplified vacuum routing manifold and a 16-bit ECU allowing for increased boost which netted an extra 10 hp. In Japan, the Series 7 RX-7 was marketed under the Mazda brand name. The Series 7 was also sold in Australia, New Zealand and the U.K. Series 7 RX-7s were produced only in right-hand-drive configuration.

* Series 8 (January 1999– August 2002) was the final series, and was initially only available in the Australian and European markets. More efficient turbochargers were installed, while improved intercooling and radiator cooling was made possible by a revised frontal area. The seats, steering wheel, and front and rear lights were all changed. The rear wing was modified and gained adjustability. The top-of-the-line "Type RS" came equipped with a Bilstein suspension and 17" wheels as standard equipment, and reduced weight to 1280 kg. Power was officially claimed as 280 ps (276 hp, 208 kW) (with 330 N·m (243 ft·lbf) of torque) as per the maximum Japanese limit, though realistic power was more likely 220–230 kW (290–308 hp). The Type RZ version included all the features of the Type RS, but at a lighter weight (at 1270 kg). It also featured custom gun-metal colored BBS wheels and a custom red racing themed interior. Further upgrades included a new 16-bit ECU and ABS system upgrades. The improved ABS system worked by braking differently on each wheel, allowing the car better turning during braking. The effective result made for safer driving for the average buyer. Easily the most collectible of all the RX-7s was the last 1,500 run-out specials. Dubbed the "Spirit R", they combined all the "extra" features Mazda had used on previous limited-run specials and all sold within days of being announced. They still command amazing prices on the Japanese used car scene years later.

-There are three kinds of "Spirit R"s: the "Spirit A", "Spirit B", and "Spirit C". The "Spirit A", which accounts for 1,000 of the 1,500 "Spirit" models produced, has a 5-speed manual transmission, and is said to have the best performance of the three models. The "Spirit B" is a four-seater, and sports a 5-speed manual transmission. "The Spirit C" is also a four-seater, but has a 4-speed automatic transmission.


The third and final generation of the RX-7, FD (with FD3S for the JDM and JM1FD for the USA VIN), was an outright, no-compromise sports car by Japanese standards. It featured an aerodynamic, futuristic-looking body design (a testament to its near 11-year lifespan). The 13B-REW was the first-ever mass-produced sequential twin-turbocharger system to export from Japan, boosting power to 255 hp (190 kW) in 1993 and finally 280 ps (276 hp, 208 kW, the Japanese manufacturers' gentlemen's agreement on engine power) by the time production ended in Japan in 2002.

The FD RX-7 was Motor Trend's Import\Domestic Car of the Year and Playboy's Car of the Year for 1993. It also made Car and Driver magazine's Ten Best list for 1993 through 1995.

The sequential twin turbocharged system was a very complex piece of engineering, developed with the aid of Hitachi and previously used on the domestic Cosmo series (JC Cosmo=90–95). The system was comprised of two small turbochargers, one to provide torque at low RPM. The 2nd unit was on standby until the upper half of the rpm range during full throttle acceleration. The first turbocharger provided 10 psi of boost from 1800 rpm, and the 2nd turbocharger was activated at 4000 rpm and also provided 10 psi (70 kPa). The changeover process was incredibly smooth, and provided linear acceleration and a very wide torque curve throughout the entire rev range.

Handling in the FD was regarded as world-class, and it is still regarded as being one of the finest handling and best balanced cars of all time. The continued use of the front-midship engine and drivetrain layout, combined with an 50:50 front-rear weight distribution ratio and low center of gravity made the FD a very competent car at the limits.

In North America, three models were offered; the "base", the touring, and the R models. The touring FD had a sunroof, leather seats, and a complex Bose Acoustic Wave system. The R (R1 in 1993 and R2 in 1994–95) models featured stiffer suspensions, an aerodynamics package, suede seats, and Z-rated tires.

Australia had a special high performance version of the RX-7 in 1995, dubbed the RX-7 SP. This model was developed as a homologated road-going version of the race car used in the 12hr endurance race held at Bathurst, New South Wales, beginning in 1991. An initial run of 25 were made, and later an extra 10 were built by Mazda due to demand. The RX-7 SP produced 204 kW (274 hp) and 357 N·m (263 ft·lbf) of torque, compared to 176 kW (236 hp) and 294 N·m (217 ft·lbf) on the standard version. Other changes included a race-inspired nose cone, race-proven rear wing, a 120 L fuel tank (as opposed to the 76 L tank in the standard car), a 4.3:1-ratio rear differential, 17 in diameter wheels, larger brake rotors and calipers. An improved intercooler, exhaust, and modified ECU were also included. Weight was reduced significantly with the aid of carbon fibre; a lightweight bonnet and seats were used to reduce weight to just 1218 kg (from 1310 kg). It was a serious road going race car that matched their rival Porsche 968CSRS for the final year Mazda officially entered. The formula paid off when the RX-7SP won the title, giving Mazda the winning trophy for a fourth straight year. A later special version, the Bathurst R, was released in 2001.

RE-Amemiya

Third generation
The third and final generation dispensed with the rear seats except in Japan, and featured an aerodynamic, futuristic-looking body design. The first-ever mass-produced sequential twin turbo system boosted power to 255 hp (190 kW) and finally 276 hp (206 kW, the unofficial Japanese government limit on engine power) by the time production ended in Japan, in 2002.

The FD RX-7 was Motor Trend's Import Car of the Year for 1993. It also made Car and Driver magazine's Ten Best list for 1993 through 1995.

The sequential turbocharged system was a very complex piece of engineering, completely unique at the time. The system was comprised of the idea of one small turbocharger for down low in the rev range, to provide torque down low. The 2nd unit was larger, and was designed to only be used in the upper half of the rev range during full throttle acceleration. The first turbocharger provided 10psi of thrust from as little as 1800rpm, and the 2nd turbocharger was activated at 4800rpm and also provided 10psi. The changeover process was incredibly smooth, and provided linear acceleration and a very wide torque curve throughout the entire rev range.

The car is known as the FD (with JM1FD3 starting the VIN numbers). The FD RX-7 is a pure sports car, and borders on supercar status. In the US, three models were offered; the "base", the touring, and the R models. The touring FDs had sunroofs and Bose stereo systems. The R (R1 in 1993 and R2 in 1994-5) had stiffer suspensions and an optional aerodynamics package, as well as Z-rated tires.

Australia had a special high performance version of the RX-7, dubbed the RX-7 SP. This was developed locally in Australia as a modified version of the standard RX-7 and was used to provide road going versions of the race car used for the 24hr endurance race held at Bathurst, New South Wales in 1995. An initial run of 25 was made and later an extra 10 were built by Mazda due to demand. The RX-7 SP had 204 kW (273.6 hp) of power and 357 Nm (263.3 ft.lbf) of torque, compared to 176 kW (236 hp) and 294 Nm (216.9 ft.lbf) on the standard version. It also had many other changes, such as a high replacement rear wing, a 120 L fuel tank (as opposed to the 76 L tank in the standard car), a 4.3:1-ratio rear differential, 17 in diameter wheels, larger brake rotors & calipers, as well as improved intercooler & exhaust systems. Weight was reduced significantly with the aid of carbon fibre - a lightweight bonnet & seats were used to reduce weight to just 1218 kg (from 1310 kg).

Handling was absolutely outstanding in the FD, and it is still regarded as being one of the best-handling cars of all time. Acceleration was no less impressive. In fact, the 1993 RX-7 R1 bested the Acura NSX in every performance category, while costing over US$10,000 less. The car was sold only from 1993–1995 in the USA in its 255 hp (190.2 kW) form.

In Japan, Mazda sold the FD RX-7 through its Efini brand as the Efini RX-7 from 1991 to 1995, and then returned it to the Mazda brand. The RX-7 was updated for 1998 and production ended in August 2002. During the 1999 production year, the RX-7 found a 20th anniversary face lift with a new front bumper, tail lamps, and rear wing.

The 3rd generation car is also known by three different "series" which signify minor changes made to the car, however the basic package remained the same.

The Series 6 was the initial version and ran from 1992 to late 1995.

The Series 7 ran from early 1996 to late 1998. Changes were minor to this car, the main difference was a different ECU and a slightly better torque curve.


The Series 8 was the final version, and ran from 1999 until the car was discontinued in 2002 in Japan. This version had many changes, such as a redesigned twin turbo setup, which acted the same but did away with a lot of the mechanical complexity. The intercooling and radiator setup was greatly improved. The seats, steering wheel, rear & front lights were all changed. The rear wing was also changed, and the car shipped standard with 17 in wheels. Power was rated as 280 hp (206 kW) (with 310 Nm (228.7 ft.lbf) of torque) as per the maximum Japanese limit, however the real power was more likely 220-230 kW (290-308.4 hp). In stock trim and fitted with road tires, the Series 8 is capable of a 13.2 s 1/4 mile run.
The Series 8 also featured 16Bit ABS as opposed to the 8Bit ABS system used in the earlier models.
The advantage to this ABS system was that it was affecting handling by braking diffrently on all of the 4 wheels, which allowed the car to turn a lot better, however this system banned this series from racing.

Lasse wankel

Thank you for useful information!

/Lasse

multirotor

iTrader: (1)

The difference is in the badges

http://cgi.ebay.com/ebaymotors/ws/eB...m=130030315356

rotary emotions

The Spirit R has the steering wheel on the wrong side, not sure if you want that.
Obviously the lastest models are the best in terms of performance, but it'll be a difficult thing to get such a car on the road in Belgium. Unlike other countries, we don't have clear rules on importing. It seems nobody really knows, and you're on your own. In theory, if the car was registered in a country of the EU before it should be very simple. But as you might be aware of, things are seldom simple in Belgium. The easiest way is to buy a Belgian car (either originally sold in Belgium, or imported by the previous owner) or a "real" EU car (92-95 model sold in the EU). The first is a simple matter of buying a used car, the second is a bit more work (need GVA) but not hard. Mind you, the cheapest way is not always the cheapest on the long term. A pre-93 car in Belgium pays taxes ONLY on CC's (fiscale PK), that's 14pk/CV for an FD (or about 500€), while later cars (or later imports) state the KW on the paperworks, and get taxed on cc+KW (for an FD that's about 500€ + 500€)
So that'll make 500€ a year difference in tax! Paying either 500€ a year or 1000€ year might make the cheaper car very expensive after a few years!
Classic car insurance is simple, but not all insurance companies offer it, or even know about it. Ethias (used to be OMOB) first refused my fathers car (officially a 1982, but really a 1980 model) because an RX-7 isn't special enough! After he said they didn't have that rule at all, the idiot at the desk started searching, and had to admit the car could get classic car insurance without problem.
These are usually the rules: 2nd car (need to keep a daily driver), at least 15 years old, and NO home-work traffic! (so you can't use the car to go to work, must keep that in mind!)
There are usually no km-rules. Price is about 200€ a year (no matter what car, and no bonus-malus)
Another option, is to become member of a veteran car club that's member of the Belgian oldtimer federation. Then you can get special prices on insurances for classics (either 15+ or 25+) and have better service (road recovery etc). The problem is we don't have any rotary or RX-7 clubs. But you can become member of the NSU-club and have those insurances.
Mind you, an FD is no cheap car! Apart from insurance and road tax, it'll use a lot of fuel (although you can make 13-14l/100km if you're carefull, I even managed 12.5 on highways) and parts are ridiculously high-priced. It's also an unreliable car if not taken car of, and with the age of the cars, it's hard to be sure it's taken care of...